Posts by tag: dellorto

In remembrance of the Bal d'Or from 1971, when a Moto Guzzi 850 made a podium finish after 24 hours, came the Le Mans 850. This Mark 3 has all the good stuff, revised heads with bigger valves, air-charged suspension, full-featured dash, and still wears its early 1980's emissions and noise regulation gear. Complete as only a refurbished barn find can be.

More often seen in the factory's favorite orangey red, this Le Mans is white with clean aluminum castings and black rubber, and original decals. It has the newer "square" heads ( with tip-over protectors ) and the crankcase has its stiffeners on the outside. Guzzi norms like shaft drive and linked braking system were an inside job. Air suspension was new for the III but reviewed as too stiffly sprung. God help you if you keep the turn signals on with the size of the reminders on that dash.

A recent restoration from Alabama, this Le Mans looks very close to NOS, but it's almost all original. From the eBay auction:

I have recently changed all fluids- brake fluid, engine oil, transmission oil, final drive oil and replaced all rubber parts as well as all operating cables. The foot peg covers and bar grips had deteriorated with age. New Pirelli Sport Demons are installed as well as new brake pads that replaced the original pads. The valve lash has been set on all valves and the head torques checked. The carbs have been cleaned and tuned with mercury stix. Everything looks great and it runs like a dream.

All numbers are matching and it does not appear to have ever suffered any notable wreck damage. It has the stock air box intact as well as the totally stock exhaust system.

Still marching to their own drummer, Moto Guzzi has pinpointed the motorcyclist in many of us. Fans of the brand are individualistic and self-reliant, and as the model reviewed - fast and stable. This one is offered on a serious buy-it-now without the "make offer" button - independent perhaps to a fault...

Lots of young men had Farrah Fawcett posters on their walls in the mid 1970's, while those with the two-wheeled affliction might've had one of a sexy R90S. The bike was BMW's return to /S machines and was made only for a few years, but won Daytona and the inaugural AMA SuperBikes championship in 1976 under Reg Pridmore.

A descendant of BMW's venerable R75, the R90 was bored out to 898cc's and the helpful addition of Dell'Orto carburetors brought home 67 hp. The first production year retained the Type 247 engine's kickstarter, but the 1975 update deleted that and added drilled brake rotors and a strengthened crankshaft. The R90S was an early design of Hans Muth, who went on to many machines at BMW and then for Target Design.

This Tennessee /S has been comprehensively restored, every part NOS or newly painted, polished, or plated. The owner started with a tired example with a rusty tank and missing its fairing, but has achieved a rare level of mechanical and cosmetic completeness. From the eBay listing:

Bike was completely taken apart down to the bare frame and ever component rebuilt, restored or replaced. The complete motor, transmission, forks, wheels and carbs were rebuilt by Guenther Wuest in Indiana. He is a well know BMW motorcycle restorer. Almost ever part replaced was replaced with parts from BMW thru Max. I have all the receipts and most of the packaging they came in.

The only parts that are not BMW are the rear shocks and exhaust. I have all the original parts that were removed and replaced including all fasteners and are included with the sale. Bike did not have a fairing or mirrors and had some kind of custom seat pad when I received it. It also only had three aluminum blinkers with no internals. The original gas tank was rusted beyond use so I went searching for a tank and came across a complete set of Daytona Orange body parts including a fairing. The parts were re-painted some time ago but are in very good shape. There are a few small chips on the tank and a couple small cracks on the fairing.

Front wheel was rebuilt with a new rim from Max and stainless steel spokes. The rear wheel was replaced with an original rebuilt Weinmann wheel I bought from Guenther. Tires are new and wheels are balanced. Every cable, nut, bolt, clamp, hose, seat, blinkers, bulbs, wires and complete brake system including the master cylinder is new. Also found a NOS tire pump that is included along with some new BMW tools. Bike has only been ridden maybe 2 miles since completion and it starts right up and runs very smooth.

The R90S reviewed as a great all-rounder - not the fastest or most powerful, but handled well and was comfortable to ride through the 6 gallons of fuel on board. The bikini fairing was borrowed widely though most did not include the thoughtful clock and oil pressure gauge. The design was soon superseded with fast-paced engineering updates leading to the R100S and RS. Likely this one will be for show only, though the restoration has prepared it for the road as well...

Fans of modern machinery may not understand how Moto Guzzi, with their clunky driveshafts and pushrod v-twins, is allowed even a grudging membership to the sportbike club. Of course, a look back a bit further shows Guzzi was very successful in a variety of racing classes throughout the 40s and 50s. But they wanted to play in the premiere 500cc Grand Prix class with Gilera and MV Agusta, both of whom used inline fours as the basis for their race winning machines. Guzzi knew that, in order to compete without years of development, they needed to try something new that would increase power without increasing weight, and they did it with the "Otto Cilindri." Long and low, with a period "dustbin" fairing that made it look like a wheeled torpedo, the bike was as terrifying for riders as it was for the opposition.

The brand new 500cc Grand Prix machine was powered by a brand new V8 engine... Let's just stop there and let that sink in for a moment. A motorcycle. Powered by a 499cc V8. That's not a euphemism or a catchy name. That's "V8." As in "has eight cylinders." It also had four gear-driven overhead cams, eight Dell'Orto carburetors, liquid cooling, oil stored in the frame, and weighed in at 326 pounds with the full fairing in place. If this thing had actually finished a few more races, it'd be in the pantheon of all-time greats. Unfortunately, that's why this bike is a glorious footnote, instead of an unforgettable masterpiece.

The main issue was that the 78hp produced by the ferocious engine was too much for the tire and suspension technology of the time. The bike was capable of very nearly 180mph, but period testing and races were plagued by crashes, with riders eventually refusing to pilot it until it stopped trying to actively kill them. Which is saying something, since basically the entire sport of motorcycle racing was trying to kill riders during this period. Handling was likely compromised by the engine being set too far back in the frame. This was common practice at the time, ostensibly to increase traction at the rear, but put too little weight on the front for stability and handling. Mechanical failures didn't help: the bikes overheated and broke cranks with alarming regularity.

The Otto Cilindri was terrifyingly fast, even considering the mechanical and handling problems: it actually finished fourth and fifth at the 1957 Isle of Man TT, with the fourth-place bike running on 7 cylinders. Considering the ambition of the project, the reliability and handling challenges are no surprise and it is likely that, with time, the bike would have realized its full potential. Unfortunately, Moto Guzzi pulled out of Grand Prix racing in 1957, so this project will always be more of an interesting "what if."

Rare opportunity to acquire one of only 7 "continuation" built in 2001 by Todaro/Frigerio from original Moto Guzzi Factory drawings. This is the last built, fitted with ORIGINAL crankshaft, pistons and timing gear.

Fully working.

Parade race and collect.

Bike is currently located in Italy, 33080 Roveredo in Piano, but i can get them delivered all around World at cost, no problem.

Hat tip to Odd-Bike, where I originally saw this bike posted. Just a handful of the V8 race bikes were ever built, and only two of those remain. But in the early 2000 a small run of seven "continuation" models were built to the original's exact specifications, including the magnesium engine cases and brake drums, although the continuation bikes will likely benefit from improvements in metallurgy. Note that the seller claims this is "fully working" which means that, not only is this a historical artifact, it's also an actual, rideable motorcycle. I'd bet this is one of the rarest, most exotic and historic machines we've ever featured on this site, although it's a bit older than our usual focus. Just how incredible this engine was in concept and execution is beyond the scope of this post or my limited engineering knowledge, but if you've never heard of this thing, it's worth checking out additional sources.

Pushing 30, the Ducati 750 F1B should almost be over on Classic Sport Bikes for Sale, but as such a quintessential desmodue, it belongs with its later sportbike progeny. Built as a very racey road-going update of the championship-winning 600 TT2, the 750 F1 was also raced but enjoyed only occasional success. With under 4,000 one-owner miles, this outstanding 750 F1 scores high for collectibility.

With single overhead cams driven by new-fangled belts, the F1 looked toward the future, but its 76 hp had only a very minimal sportbike to push around. The steel trellis frame supported the engine from above and the fuel tank rested on top, fuel flowing into 36mm Dell'Orto carburetors. Right-side-up 40mm forks are up front, with single monoshock behind. Brakes are single piston calipers with 300mm front disks, and 280 mm rear. Super light before it was a trademark, the fiberglass endurance fairing and seat console are wrapped in the tricolore.

Offered by an eBay store that has a few bikes but appears to concentrate on motoring collectibles, this 750 F1 looks the part. It looks super-clean and substantially correct, though sharper eyes will find more than the missing side cover and modern grips and mirrors that caught my eye. The seller doesn't offer much history but says this in the eBay auction:

We are delighted to offer this special Ducati 750 F1

Just ONE OWNER with 3972 miles!

Rare to begin with: Where on earth can you find a reference quality example like this?

Much more exotic and exclusive than any Japanese bike of this era.

The F1 series are now getting the recognition they deserve for the super bikes they are. They do represent a good value in today’s collector world….not yet, are they at the inflated prices of the 750 SS and 900 SS.

Though Ducati was in the middle of a rough patch when the 750 F1 was designed, they pulled through and went on to bigger and better desmos. Without anything not required for the sportbike mission ( fun ! ) on board, the limited horsepower, handling, and braking were plenty. Though the company did inevitably get dragged into the features and specifications arms race, the 750 F1 is revered for its attention to the basics. And while it might get to a surprisingly high price before the reserve is met, this example appears to stay on message perfectly...

Responding to pressure from the east with scores of refinements on the Le Mans theme, the archetypal Moto Guzzi is just now ( after 30+ years ) making the jump to "classic". A stable, torquey heavyweight, this particular Le Mans has been beautifully maintained and upgraded.

Deriving 82 hp from the 844 cc 2-valve twin, the Mk. III has twin 36mm Dell'Orto carburetors and revised valvetrain and angular heads. Pretty good torque allowed the company to retain the 5-speed transmission, but noise restrictions necessitated a revised airbox and exhaust system. Shocks and forks are air-adjustable and brakes are 300mm dual disks with single 242mm rear. Bikini fairing revised in the wind tunnel tested well, protecting the rider and aiding high speed handling.

With the same owner since 1990, this Le Mans has some great mods and looks super. Ohlins and rearsets are nice mods, but gear-driven cam, head guards and de-linked brakes signify a real fan. From the eBay auction:

Up for auction is my beloved 1984 Moto Guzzi Lemans III. I have owned this bike since 1990. Elbow and wrist issues have kept me from riding it over the past few years and I have decided to give it a new home. Modifications are the fitting of Ohlins piggyback shocks, gear driven camshaft, rearset footrests, de-linked brakes with Kosman steel braided lines and individual K & N air filters. I have nearly all of the original parts including the airbox, Marzocchi shocks, footrests etc and I am including them in the sale. This is a very reluctant sale and it is being offered locally as well. I may end the auction and remove the listing at any time. The bike has just been serviced and had a new Yuasa GYZ battery installed. It will need tires as the ones on it are pretty old. Ask any questions before bidding, thank you and good luck!

Shopping for that special bike, one always hopes to run across the bike and owner that had done the investigations, found the right mods, and had the right shop. With its condition and comprehensive upgrades, this appears to be that Le Mans. Hoping the owner can continue riding with a more upright bike - good luck with sale...

Moto Guzzi went back to the drawing board to meet emissions ( noise mostly ) constraints, and heavily revised the 850 Le Mans, keeping the air-cooled V-twin, but quieting some of the noise and critics.

Revisions to the engine and bodywork led the way for the Mark 3, the angular headed 2-valve twin generating 81 hp. Angles dominate the fairing design as well, the bikini doing a nice job protecting the rider, and connecting the angular design to the fuel tank and seat fairing. Guzzi traditions like Dell'Orto carburetors, linked brake system, and shaft drive are retained. New ideas are there, like air-adjustable suspension and the crankcase vent routed through the frame tube to reduce noise.

Under new ownership, the Le Mans offered here has had a little freshening up, and looks good for its 29,000 miles. Substantially stock, I'm liking those head guards. From the eBay auction:

The bike is very unmolested, all the cables, grommets, fasteners, clips etc are as from the factory (except the valve cover fasteners which I replaced with stainless and the odd nut here and there). The bike hasn't been apart or messed with. All switches, idiot lights, horn and turn signals work. The mileage is correct. The bike was owned by a lady for 20 years who really looked after it and just rode it. The bike sat for 5 years before I bought it.

I've owned it for a year and a half and in that time done the following work: repainted the original bodywork. Fairing decal set from MG Cycle. Tank has no dents and has the original factory paint. New crossover and fuel lines. Carb rebuild and set up. Full service and oil change with filter and FAC front dampers in the last week. I've put approximately 3K miles on the bike and it runs flawlessly.

Moto Guzzi ignored the arrival of the Interceptors, GS's and GPz's, and stuck by their sport bike principles and their fans. The heavyweight tested as a fun, stable ride, and once the air suspension was set up, a good handler. The formula has brought Guzzi into the water-cooled, fuel injected era, if not WSBK. The owner is really into it and has his own Guzzi fan site. This nicely updated classic will get plenty of attention on the next coffee run...

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